Locomotive cab



Match 17', 1931. w, BENGER 1,796.357

LOCOMOTIVE CAB original Filed May 1928 a Shets-Sheet 1 Flew:

INVENTOR WILUAMEABENG ER .ATTORNE YS W. F. A. BENGER March 17, 1931.

LOCOMOTIVE CAB Original Filed May 2a. 1928 3 Sheets-Sheet 2 FIG?) 23 IN V E'NTOR WILLIAMEABENGER nYf/immfl /m 15 FIG.4

ATTORNEYS March 17, 1931. w, BENGER 1,796,357

LOCOMQTIVE CAB Original Filed May 23, 1928 3 Sheets-Sheet =3 INVENTOR FIG. 6 VIVILLIAMEABENGER ATTORNEY I Patented Mar. 17, 1931 PATENT OFFICE WILLIAM F. A. BERGER, or MONTREAL, QUEBEC, CANADA LOCOMOTIVE CAB Application filed May 23, 1928, Serial No. 279,937. Renewed April 2, 1930.

This invention relates to new and useful improvements in locomotives and, particularly, to the cab construction thereof. The ob ject of the invention is to provide a totally 5' enclosed cab which will be lighter in construction, have ,more locker and. cupboard space, and also more seating and working space than the cabs at present in use.

Another object is to provide a locomotive cab of the enclosed type with'means which will allow easy access to the tender and to the automatic stoking mechanism.

A further object is to provide a locomotiVe cab which will protect the engine crew from severe winter weather.

A still further object is to provide a locomotive cab which will efliciently protect the engine crew should the drawbar between the engine and the tender'break, "or one of the 20 drawhead'castings" pull out and the engine separate from the tender, or should the engine derail andturn over. I y

The present type of enclosed cab now in use was designed to protect the crew but, owing to its constructiomit is cold in the winter time due to draughts which come in all directions owing to the comparatively large open end construction.

'On large modern locomotives equipped with enclosed cabs the length from the centre of the rear driver to the back face ofthe cab is such that the opening at this back face has to be excessively large, in order to provide proper side'swing movements on curves for the tender apron which extends into this opening. This large opening cannot be properly sealed by any arrangement of doors or curtains, due -'to the constant moving of the tender apron when operating the locomotive. Consequently, no proper provision can be made for the draughts and it will be readily. seen that snow, rain and coal dust are blown into the cab with the resulting inconvenience to the working of the crew.

With the apron attached to the tender,

proper provision has tobe made for itsswing on curves, by making the large end opening referred tojabove and it is always at) necessary'toleave sufficient clearance at the open. g V where the tender diaphragm sweeps clear which are designed to keep sides of the apron where it protrudes through the rear opening. Thelonger the distance from the rear driver to the back of the cab, the greater the side swing on the curves and the larger the locomotive, the worse this condition gets. It is now generally conceded that in practice the supposedly tight fitting diaphragm cannot be made a good enough fit to seal the large opening in the rear. of the cab. At present a'very heavy hinged diaphragm is used, with an assemblage of push rods, pockets and springs, to keep it in place against the rubbing plate on the rear of the cab, but this. arrangement is unsatisfactory as the thrust on curves is sometimes so severe that these push rods, pockets, or springs, are broken or they tend to 1am and make the tender diaphragm gape- Conditions are even encountered of the rubbing plate. at the rear of the cab.

At the present timeitrequires heavy rear end and deck construction to absorb the thrust of the tender diaphragm springs, I the tender diaphragm in contact with the. rubbing plates on the rear of the 'cab'. This necessary heavy construction at the rear end of the cab, besides sometimesmaking the cab more than twice the weight of the open cab, shifts the centre of gravity towards the rear and necessitates a very heavy cab floor and rear frame and bracing to carry the weight.

In large modern locomotives, the opening in the rear has to be made excessively large to take care of the swing and in addition their trying to keep'construction weights at a minimum, the distance from the rear of the cab is decreased, thereby decreasing the overhang and bringing the centre of gravity towards the boiler, consequently reducing the weight of the rear cab, the cab frame, the flooring, and the necessary supporting bracing, but! leaving insufficient space for the efficient working of the locomotive or for equipment cupboards.

According to my invention I dispense with the large opening, with the diaphragm, and with the rubbingplates 'on therear of the cab. The rear end of the cab is closed and recessed centrally, the recessed portion being closed by means of a collapsible door. This means that the said collapsible door is sur rounded by parts of the cab which extend beyond the door, forming cupboard spaces at each side and a shelf above the door, thereby providing ample space for the storage of tools, signalling equipment, lamps, and the like. The door allows easy access to the tender for coaling and said tender may be provided with coal gates. The floor of the cab is recessed between the side extensions. Between the engine and the tender a hinged apron plate and apron supporting plate is provided forming a platform between the engine and the tender. The apron may be made smaller than its support or vice versa, so that at no time during the operation of the locomotive will the apron move clear of the shelf. The tender is provided with guards to guide the coal towards the door of the cab. Safety chains may be provided between the apron and the part of the locomotive to which it is attached and guard chains may be provided between the engine cab and the tender.

In the drawings which illustrate my invention Figure 1 is a sectional side elevation of my improved locomotive cab and parts of the locomotive in proximity thereto are shown in chain dotted lines.

Figure 2 is an end elevation of the cab showing the back thereof.

Figure 3 is a sectional plan of the cab taken on the line 3-3 Figure 1.

Figure 4 is a sectional plan of the cab taken on the line 44 Figure 1.

Figure 5 is a diagrammatic side elevation of a locomotive cab showing a modified type of apron from that shown in Figure 1.

Figure 6 is a diagrammatic plan of the device shown in Figure 5.

Figure 7 is a side elevation of a locomotive cab.

Referring more particularly to-the drawings, 11 designates part of the tender and 12 the back boiler head of a locomotive. The tender and the engine are each provided with flooring, the adjacent ends of which are spaced apart, as shown in Figure 1. The floors are in substantially the same horizontal plane. The sides 13 and front 14 of the cab 15 are of the usual construction and are each provided with a door 16 and a window 1(.

In Figure 3 the engine floor has an outwardly extending centrally disposed apron 18 attached theretoby the l i nges 1$. .,;Th e

w lists 011 Ma ers RPaasP ,res

tioned centrally of the entl of'tlig ten e a with 4" a gunman H A i v a v s k purposes only and ,an

recess being slightly larger than the width of the apron. The lower edge of the recessed portion follows the floor line of the engine and is kept clear of the apron hinges. The top 22 of the recessed portion overlies m the end of the tender and is spaced from the cab roof forming a shelf which may be used as storage space within the cab for tools and the like. Cupboards 23 may be formed in the side portions of the cab which project beyond the recessed portion. An opening 24 is formed in the recessed portion and said opening may be closed by means of a folding door 25. By opening the door, access may be had to the tender. The engine drivers seat 26 and the firemans seat 27 are located at the sides of the cab in the usual manner. The outlet 29 from the tender is provided with the usual chute 30 for guiding the coal towards said outlet when hand firing is resorted to. The apron support in Figure 3 is made approximately half the width of the apron, so that said apron will always be supported when travelling over railway curves.

In the modification shown in Figures 5 and 6 the apron 31 is made smaller than its sup port 32 which extends for the full Width of the recessed portion of the back of the cab. The apron is hingedly secured to the tender and the edge 33 in proximity to the cab is curved so that it swings or slides clear of any part of the rear of the cab when the locomotive is travelling round curves. The aprons may be made in independent sections as shown in Figure 6, to allow part of the apron to be lifted to allow easy access to the parts of the automatic stoking mechanism, or like parts positioned therebelow, for inspection, repairs, and the like. It will be seen that the rear end of the cab is totally enclosed and moves with the engine independently of the tender. Safety chains 34- may be provided between the apron and the rear end of the cab or the tender to support said apron when the engine and tender are uncoupled. Guard chains may also be provided between the tender and the engine on each side of the apron support.

By providing the hinged apron between the tender and the engine cab, a simple communication means is established between them, which allows relative vertical movement to be made without breaking the connection. The projections surrounding the doorway at the rear of the cab provide more room for cupboards and shelves than is usually supplied. The cab is completely closed and no rubbing plates 'ordiaphraglns"are 1 5 required. his (illospd cab is li hte' ii of?" st ,u'c'tioii at fan a y' (ifthe ty' I 2 t HIM-H r. my! a .A as sli aisvaatas.salasrzsaaa like device, may be used, which will seal the opening at the rear of the cab.

Having thus described my invention, what I claim is 1. In a locomotive, a totally enclosed cab on the engine, said cab having a recess in the back thereof, said recess forming a shelf above the recess and cupboards at each side of the recess within the cab, and a flexible floor connection between the cab and the tender.

2. In a locomotive, a totally enclosed cab on the engine only, said cab having a recess in the back thereof spaced from the sides and top of the cab, said recess forming a shelf and cupboard spaces at each side of the recess, a doorway in said recess forming a communication with the tender, and a flexible floor connection between the 1000- motive and the tender.

3. In a locomotive, a totally enclosed cab on the engine only, said cab having a recess in the back thereof, forming a shelf and a recess on each side within the cab, cubboards formed in the recesses, said back having an aperture formed therein, means for closing the aperture, an apron plate hingedly attached to the engine between the edges of the recesses, and a support for the an apron plate secured to the tender, said support being equal to half the width of the plate, said apron and support forming a platform connection between the tender and the engine. 7 I

3s 4:. In a locomotive, a totally enclosed cab on the engine only, said cab having a recessed portion on the back thereof, thereby forming a shelf above the recess and cupboard spaces at each side within the cab,

said back having a centrally disposed aperture, a collapsible door for closing the aperture, an apron hingedly attached to the engine at the platform level and extending between the sides of the recess, and a support for said apron, said apron support being secured to the tender and being approximately half the width of the apron, said support and apron forming a platform communication between the engine and the tender.

5. A locomotive equipped with a cab of the vestibule type, said cab being totally enclosed except for a relatively narrow door opening at the back and the upper portion of the said back being projected rearwardly to form a shelf above the door opening.

In witness whereof, I have hereunto set in hand. 7

y WILLIAM F. A. BENGER. 

